Stabilizer for vehicles



5 Sheets-Sheet l wo. vw n A J. B

Afiownys April 5, 1938. B, J, ALLEN STABILIZER FOR VEHICLS Filed Jan,v e, 1936 .....l \lll lill.

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April 5, 1938. B. J. ALLEN STABILIZER FOR VEHICLES 5 Sheets-Sheet 2 Filed Jan. 6, 1936 April 5,v 1938. IB.. J. ALLN l Filed Jan.. e, `193e STABILIZER FOR VHICLES 3 Sheets-Sheet 3 A tt ern-nfs PatentedApr. 5, 1938lv PATENT oFFiCE 2,113,1171 STABLZER FOR VEHICLES Bernard James Allen, Blythe Bridge, Englandl l Application January 6, 1936, Serial No. 57,853

In Great Britain July 18, 1935 23 Claims.

This invention relates to wheeled vehicles supported upon at least two wheels disposed at opposite sides 'respectively of the vehicle. The in vention relates more particularly vto motor cars, motor lorries and'similar road vehicles. It also relates to aeroplanes fitted with landing wheels spaced from one another laterally of the fuselage of the plane. Y

The object of the invention is to provide an o improved construction of stabilizing device for vehicles of the above descriptiomwhich, while being operative to equalize at all -timesv the load upon the two wheels atthe two sides respectively of the vehicle and thereby keep both of these wheels, or in the case of afour-wheeled vehicle, all four of the wheels, in even and proper contact with the ground as the vehicle rides over rises in the road surface or into depressions or dips therein or as the vehicle rounds a corner at speed, thereby reducing the tendency for inequality of wear to take place of the tyres of the wheels on the two sides of the vehicle and in the case of a vehicle turning the corner, the tendency for the wheels to slip sideways and produce m skidding of the vehicle,`and at the same time to assist or cause the vehicle to maintain a level position as it rides over the rises or down into the depressions or dips in the road surface, shall be so operative with maintenancev at all times to each of the wheels on the two sides respectively of the vehicle of independent springing, that is,

for the absorption of shock from the road surface when one or other of the wheels encounters a bump therein or, say, lrides over a pothole, in contrast to the case where the shock from this cause. is transferred through the stabilizing device to the opposite wheel and is absorbed in a shock absorbing element which is common to both wheels.

With the foregoing object in ,view, the invention comprises in a vehicle having at least two wheels disposed at'opposite sides respectively of the vehicle, the combination of a chassis frame, an axle means for one of the wheels, at one side of the vehicle. an axle means for the other wheel,

at the other side thereof, and a. load-taking intermediary in operative interposition between the chassis frame and the two axle means for the transference to the latter from the chassis frame of a part at least of the totalvehicle weight to be borne by the axle means and also between the two axle means themselves for the transmission of axle load thrust from the one axle means to the other whereby the opposed thrust from the two axle means are caused mutually to balance one another. which load-taking intermediary comprises two resilient shock-absorbing thrust connections interposed in mutually opposed relationship to one another between the respective axle means and a shifting abutment common to both of the connections and incorporating automatic means for locking it in any position in its path of shift when the opposed thrusts in the thrust connections are substantially balanced,'the locking means being ineffective and operative to ,release the abutment for shifting movement to a new position in its path at which the thrusts from the connections are again balanced, whenever the thrust in one of the connections fails be- `low lnormal and in consequence the opposed thrusts in the connections become unbalanced.

A vehicle fitted with the improved stabilizingy means according to the invention as set forth in the preceding paragraph, should ride over undulating ground with consequent lift of the wheel at one side relatively to the chassis of the vehicle, the said lift of the wheel will be accompanied by a lift of the chassis which in turn -will occasion a temporary lessening of the axle load thrust in the thrust connection of the load-taking intermediary on the side of the vehicle remote from that at which the wheel is situated which has ridden up on to the rise in the road surface, and the lessening of the said axle load thrust will result in release of the clutch means of the intermediary and a shifting therefore of the abutment and of the two thrust connections on either side thereof to a new. position in relation to the chassis of the vehicle at which the balance of axley load thrust as between the two connections is reestablished and in consequence the clutch means re-assumes its locked condition and the abutment its active or effective condition as an abutment towards the two thrust connections on either side of it and therefore, through these connections, towards the two wheels at either side of the vehicle in the new positions which these wheels have even in the event o f both of the Awheels on the two sides respectively of the vehicle encountering a 2 bump or riding` over a hole in the road care, as will be appreciated, of the shock received in it from itsown wheel. In the result. a maximum of comfort is assured to the occupants of the vehicle and a minimization of transmission of distorting and other strains to the chassis frame and connected parts of the vehicle.

The foregoing action of the improved stabilizing means according to the invention isapplicable also to the case where the vehicle iltted with the means is turning a sharp corner at high speed. In such case, the clutch' means will automatically become unlocked so as to release the abutment and permit it together with the thrust connec- -tion on either side of it to shift to the new position in relation to the chassis of the vehicle at which the road pressures upon the wheels are again equalized, by reason of the lessening of axle load thrust which will take place inthe thrust connection of the'load-taking intermediary at the side of the vehicle towards the inside of the curve the vehicle is turning, and of the simultaneous accession of axle load thrust in the other thrust connection of the intermediary. Although, therefore, the body of the vehicle may tilt somewhat as the vehicle is turning the corner, all four wheels of the vehicle are nevertheless preserved in even and proper contact with the ground and in. consequence the tendency for side slip is minimized and wear and tear` of the tires of the wheels is reduced. In addition, equally as in the case where the vehicle is travelling along a straight course, if one or more of the wheels of the vehicle should strike a bump,

, or meet some other form of pronounced irregulaity in the road surface, the full lshock absorbing capacity of the spring suspension for the wheel or wheels is immediately available to take up the shock with maximum or optimum eiliciency of absorption thereof.

The vehicle, moreover, will tend to maintain its lateral level at all times as the wheel at one side rises or approaches the chassis of the vehicle and the opposite side recedes therefrom, simply rising level or parallel to itself during the adjustment of the relative vertical positions of the two wheels. In this connection, it will be realized, f course, that the constraint upon the chassis frame to keep level at the forward end as it lifts with the rise at one side and the fall at the other of the road wheels of the vehicle, will be derived partly from the rear end of the vehicle on account of the rigidity of the chassis frame and partly from the inertia of the body and chassis of the vehicle.

According to a feature of the invention, however, the vehicle, in the case of a four-wheeled vehicle, for example, a motor car, lorry or the like, may be fitted with two sets of stabilizing means according to the invention, one set in relation to the front wheels of the vehicle and the other set in relation to the rear wheels thereof; in which event, as the front wheels are adjusting their relative positions in relation to the chassis of the vehicle, the load-taking intermediary of the rear wheels isv in locked condition and in consequence the reaction from the intermediary of the rear wheels is available through the chassis of thevehicle to add its quota to the constraint upon the front end of the chassis to keep level, and this action is repeated from the forward end of the vehicle towards the rear end thereof, when the rear wheels surface intnrnmeettheriseordepressionintheroad simultaneously, each thrust connection taking sm'face The invention is applicable both to the case where the two wheels atthe opposite sides \re' spectively of the vehicle are mounted` upon opposite ends of an axle (for example, an articulated axle) extending completely across ,thel

width of the vehicle, and also to the case where' means as used herein is'to be understood ac- 0rdingly as including both the case where the axle means is constituted by one end of an axle which is common to the two wheels at either side respectively of the vehicle and also the alternative case where the two wheels are mounted upon separate axles. In the latter case, the wheel axles on the two sides of the vehicle are preferably so mounted as to be movable, relatively to the chassis frame, rectilinearly only, as the wheel at one side rises and falls relatively to the other.

Various other features of novelty characterize the invention, as will appear from the following more detailed description thereof, and as will be severally claimed in the concluding statement of claim.

I'he accompanying' drawings illustrate several embodiments of the invention by way of example. In the drawingszy Figure 1 shows one form of the invention as applied to the case where the two wheels on opposite sides ofthe vehicle are mounted upon an articulated axle common to them both and extending completely across the width of the vehicle, the axle taking a part of the weight of the vehicle through -the intermediary of. elliptical, semi-elliptical or other type of chassis springs and the balance of the weight of the vehicle being transmitted to the wheel axle in equally distributed portions at the twol ends thereof through the intermediary of .the loadi taking intermediary ofthe stabilizing means of the invention.

Figure 2 shows a form of the invention asapplied to the case where the wheels at the two sides of the vehicle are independently suspended, each having their own axle;

Figure 3 shows another same case;

Figure 4 shows another form still:

Figure 5 is a somewhat more diagrammatic view showing how in the operation of the staform as applied to the bilizing meansof the invention, the wheel at one side rises relatively to the chassis frame While the wheelat the other side falls, the chassis frame remaining, however, substantially level;

Figures 6, 7 and 8 are a longitudinal section,

a transverse section on the line of Figure.

6, and a plan view respectively, of a preferred form of locking means for locking the load-'taking intermediary of the stabilizing means against shifting movement when the axle loads are balanc'ed at the two ends respectively of the intermediary; n

Figure 9 illustrates by way of example a simple form. of means for varying the strength of the springs constituting the resilience elements of Figure 11 shows a modified arrangement in the case where the wheels at the two sides of the vehicle" areindependently suspended, each hav- Y ing its own axle and the whole of -theaxle load being supported by the stabilizing means of the invention;

Figure 12 shows a modified arrangement, but in the case where a part only of the axle load is supported bythe stabilizing means, the balance being taken by chassis springs;

Figure-13 'shows a further modified arrangement, also in the case where part of the axle load is taken by chassis springs, and

Figures 14 and 15 illustrate alternative forms ofthe locking means to that shown in Figures 6,' 'l and 8. v

Like reference characters indicate like parts in the various figures.

In Figure 1, the longitudinal side girders of the chassis frame of the vehicle are marked I, the two wheels at the two sides respectively of the vehicle, 2, 8, the articulated axle oi these wheels 4 and the chassis springs referred to 5. The axle load equalizing' device in this form of the invention comprises a pair of plungers 8, 1, suitably aflixed tothe axle 4 and projecting vertically upwards therefrom into the downwardly directed ends of two tubes 8, 9 mounted in fixed relation to the chassis and body of the vehicle and accommodating ball bearings as shown. These ball bearings constitute the linear thrust intermediaries hereinafter referred' to. The tubes 8, 9 are bent over into a horizontal direction as to their upper part and at their inner ends are connected by an intermediate tube III'housing the locking device which locks the load-taking.

intermediary against shifting movement when the axle load thrusts from the two ends respectively of the intermediary are balanced, and also the resilience elements of the intermediary.

The locking device is illustrated, as regards the details of its construction, in Figures 6, 7 and 8, and in Figure 1 it is simply shown diagrammatically, being represented by the part marked IIIa.

Intervening between the ball bearings in the tubes 8,- 9 and the locking device Illa are a pair of plungers II, I2 which are displaceable along the tube I0 with the locking device in the shifting movement of the intermediary.

As the vehicle travels along the road, the plungers 6, 1 rise and fall in the lower end of the tubes 8, 9 with relative rising and falling vof the vehicle wheels 2, 3 (that is in relation to the level of the chassis frame) and with this rising and falling movement of the plungers 6, 1, the intervening series of ball bearings in the tubes 8, 9, the locking device` I0a and the springs, hereinafter more particularly described, constituting the resilience elements of the intermediary move together in the one direction or the other along the tubes 8, 9 and I0, said springs serving to absorb shock which would otherwise be transmitted from the Wheel axle to the chassis frame of the vehicle. The tubes 8, 9 and I0 are pref-` erably packed with grease or a like lubricant.

The locking device Ilia will now be described.

Asshown, in the said Figures 6, 7 and 8, this device is constituted ineffect by a double acting 'ratchet orA clutch. The clutch comprises a coneshaped clutch member 32 slidable in a cylindrical housing 33 which also houses a ring of balls 34 operatively intervening lbetween; the taper surface 85 ofthe clutch member 82 and the opposed cylindrical inner surface 88 of a tube 81 s urrounding the housing 88. This tube 81 is the tube I0 of Figure 1 and the assemblage'comprising the clutch member 82, the housing' 88 and the ring of balls'84 is slidable along it. r

The said assemblage of parts 82, 88 and 84 is arranged to support oppositely directed axle load thrust transmitted from-the wheel axles at the two sides of the vehicle respectively, through the intermediary of the'lines of ball bearings in the tubes 8, 9, two plungers 38, 89 corresponding rerecess 42 in the clutch member, and the othery spring 4I is interposed between the plunger 88 and the housing 88, being received at the left hand end in a cup-like recess therein.

In the operation of the clutch, the ring of balls 84, which as shown are accommodated each in a hole 48 in the peripheral wall of the housing spectively to the twoplungers II, I2 of Figure 1 88, are arranged to be forced into locking engagement with the taper surface,35 and the cooperating Wedging surface 36 by engagement with the abutment surface constitutedby the right hand side of the hole 43, whenever the axle load thrusts on the two sides of the clutch are substantially balanced. As soon as one of these thrusts lessens, that is to a value belowfthe normal, and in consequence the locking pressure upon the balls exercised by the abutment surfaces at the right Ahand side of the holes 48 is relieved, the balls noA longer operate to prevent movement of the member 32 and the housing 88 along the tube 81, with the result that the loadtaking intermediary, constituted by the plungers 6, 1, the balls in the tubes 8, l9, the plungers 88, 39, the compression springs 4I), 4I and the clutch, becomes unlocked for shifting movement in the one direction or the other until the axle load thrusts on the two sides of the clutch have again become equal or balanced, whereupon the clutch again engages to lock the intermediary in the new position of the road wheels.

In order to ensure the above action- -of the clutch, involving its immediate release upon-aA ately the clutch unlocks. The effect of the spring 44 is also to ensure the more positive separation of the member 32 and housing 38 with the consequent unlocking of the balls. The left hand l side of the holes 43 is so positioned inthe housing that this side of the holes constitutes a sectending loosely at the other endl through the right bolt is partly to couple the two parts 32, 33 for movement together in either direction along thel tween the head of the bolt 45 and the opposed' face of the housing and partly to predetermine and accurately set the degree of compression of the spring 44 to give the proper action of the clutch, that is, to ensure that whilst normally it shall be truly in a locked, if only a lightly locked, condition, so long as the; opposed axle load thrusts upon it are equal or balanced, the rigidity with which it is locked, however, increasing with increase of axle load thrust` from one side of the clutch unaccompanied by lessening of thrust to a value below the normal from theother side (due, for example and as hereinafter described, to lift of the vehicle chassis), it shall nevertheless be operative to unlock and thereby release the two thrust connections for shifting movement along the tubes 3, 9, 31 immediately a lessening of thrust occurs on one side or the other of the clutch.

It will be appreciated that the strength of the various springs 40, 4i and 44 will be predetermined with regard to the general dimensions and weight of the vehicle and with respect also to the strength of the chassis springs 5.

In order that the clutch shall' be operative irrespective of the position of its parts 32, 33, 34 along the tube 31, the wedging surface 36 thereof is of truly cylindrical form and its cylindrical axis is coincident both with the axis of the recess 42 and also with the axis of the wedging surface 35.

The constructional details of the clutch may be varied considerably without departure from the general function and principle of operation of the clutch. For example, the taper wedging surface 35 Amay if desired be a flat surface instead of one of conical form. Also, rollers may be employed in place of the balls 34. Again, it is not essential that the thrust reaction tube 31 shall be cylindrical; it may be of any other desired cross-section, for example, square, provided that at all times the path of movement of the wedging surface 35 is parallel to the co-operating surface 36 of the tube. The operation of the device is as follows; Assuming the vehicle is travelling along a perfectly level road, all four wheels will be at the same vertical distance below the level of the chassis frame, which it will be furtherassumed is also level. The axle load will also be approximately equally 4distributed between each pair of wheelsv and in consequence the load-taking intermediary will be locked by the clutch against otherwise free shifting movement. As soon as one of the wheels, however,

say the front near side wheel of the vehicle,-

either rides up on to a rise in the road surface or rides down into a depression or dip therein, a relief of the axle load pressure at one side of the clutch will take place (due in the case of a rise to the lift of the vehicle) and in consequence, an unbalanced condition will be established as between'the opposite axle load thrusts from the two ends respectively of the intermediary, with the result that the clutch will automatically disengage 'and release the intermediary and through it the two front wheels of the vehicle, for adjustment of position relatively to the chassis frame in accommodation of the altered relative levels on the two sides of the vehicle respectively of the road surface. As soon as this adjustment has taken place, and in consequence the load pressures upon the two axles'or axle ends at the two sides ofthe vehicle respectively have again become equal, the clutch will automatically come into operation again to relock the intermediary against further shifting movement and consequently the two wheels of the vehicle in their adjusted relative positions in relation to the level of the chassis frame and therefore to re-establishl the clutch in the function it normally fills of an abutment towards the two thrust connections of the intermediary, until the wheels' encounter a further irregularity in the road surface whereupon a re-adjustment in their relative levels will take place in the same manner as that just described.

In the normal `case contemplated above, of a vehicle fitted with a stabilizing device according to the invention at each end, the chassis frame and consequently the body of the vehicle will be helped to remain level during the above adjust- .ment of the relative levels of the wheels as the vehicle passes overy irregularities ln the road surface. Thus, while the front wheels of the vehicle are performing their adjustment of `relative level under the action of the stabilizing device of the front wheels, the load-taking intermediary of the stabilizing device of the rear wheels is in locked condition (since these wheels have not yet met the obstruction or irregularity which is occasioning the adjustmeniwpf relative level of the front wheels) and in consequence the rear wheel axle or axles tend to impose a constraint upon the vehicle chassis to maintain it level during the rise at one side and fall at the other of the front wheels of the vehicle; conversely, thisactlon is repeated as from front to rear of the vehicle upon the rear wheels meeting the same irregularity in the road surface and consequently beingl caused to perform a corresponding adjustment of relative axle levels to accommodate the irregularity.

Referring next to Figures 2 and 3, the axle of the independently suspended wheel at one side of the vehicle is marked i 4, and the stabilizing device comprises a plunger I5 corresponding to the plunger 6 or 1 'of the form of the invention illustrated in ,Figure 1, and a tube i1 and a line of ball bearings I8 corresponding respectively to the tube l or 9 and the line of ball bearings therein of the said form of the invention 'of Figure 1. Within the tube i1 is a'compression spring I3 corresponding to the spring 40 or 4l of the form of the invention shown in Figure 1 and a plunger 20 corresponding to the plunger il of that figure, it being understood, of course, that these parts, appearing in Figure 2 to the left of the locking device Illa, are duplicated on th'e other side of the vehicle.

in Figure 3, the said connections are constituted by linear bodies of a fluid, for example, oil. Thus the plunger i 5 works'as a fluid-tight piston in a cylinder-22 communicating through a pipe line 23 with a similar cylinder 24 in which works a piston 25, this piston 25 constituting the equivalent part in this form of the invention to the part 23 of the form illustrated in Figure 2, and

soV

the cylinder 24 the equivalent of the tube I0 of Figure 1 and the corresponding tube 31 of Figures 6, 'I and 8.

Both in the form of the invention shown in Figure 2 and in that shown in Figure 3, the plunger i5 extends axially through the interior oi' a surrounding sleeve 21 vertically disposed and suitably connected to the wheel axle i4 so as to be capable. of rising and falling with it relatively to the chassis frame of the vehicle. In the construction shown in Figure 2, the sleeve 21 is directly connected to the axles. In the construction of Figure 3, it is connected indirectly, through the intermediary oi one of the horizontal radius links of the axle suspension. The sleeve 21 is telescopable within a second sleeve 2l also vertically disposed but rigidly connected to the chassis frame, from which, therefore, it depends with a vertical sliding i'it over the upper part of sleeve 21. As the wheel upon the axle I4 rises or falls relatively to the level of the chassis frame, sleeve 21 rises or falls correspondingly in sleeve 24, which remains, of course, in stationary relation to the chassis frame, and at the same time plunger i5 rises or falls in the lower or depending portion of tube i1, with consequent translation of the series of ball bearings il and with these the locking device and the associated compression springs bodily along said tube I1.

Similar action takes place in the case of the form of the invention shown in Figure 3, piston I5 rising or falling in cylinder 22 with consequent and simultaneous translation of piston 25 in cylinder 24 and the oil or'other intervening fluid medium in pipe line 23. It will be appreciated of course, that the position in the vehicle oi' the tube I1 of ball bearings, or in the Figure 3 form of the invention, the pipe line 23 is quite immaterial to the principle and mode of functioning o f the stabilizing device, and this is a feature of advantager of the invention. inasmuch as it enables the said parts of the device extending between the plungers l5 to be located at any desired position in the vehicle, according for example to convenience or the'general design of the vehicle. I

In the forms of the invention illustrated in these Figures 2 and 3, only a part of the load of the vehicle is transmitted to the wheel axles through the intermediary of the stabilizing device. .The balance is transmitted through compression springs 29 interposed in the annular space between the inner end of sleeve 21 andthe top or inner end of sleeve 2B, the strength of these springs 29 being chosen as before, according to thegeneral dimensions, weight and normal loading con# ditions of the vehicle. f

Referring to Figure 4, the construction shown in this i'lgure is generally similar to that shown in Figure 2, one essential difference being that sleeve 28 telescopes into sleeve 21 whereas in the form of the invention shown in Figure 2, the reverse is the case, sleeve.21 telescopi'ng into sleeve 28. Another difference is that another direct load transmitting spring 30 is provided additional to the spring 29, this other spring 30 being interposed as shown between the upper yor outer end of sleeve 21 and a flange 3l upon the upper end of sleeve 28. If desired, however, one of these springs 29 or 30 may be omitted or any other desired or convenient arrangement of direct load transmitting springs may be employed than either of those shown, according again to circumstances, for instance the general design, dimensionsor conditions of loading or travel of the vehicle.

On very heavy vehicles, the wheel axle at each sideof the vehicle may if desired be 'supported upon'two separate supports each constituted by parts such as the parts 21, 2l, 29, 30, and each communicating for the transmission and equaliza` tion of axle load thrust with the corresponding supports at the other side of the vehicle. either through the intermediary of separate thrust lines or through the intermediary oi' a common thrust l line branched at the ends with branches leading respectively from the two supports.

Referring now to Figure 9, it is to be' understood that this figure is largely diagrammatic and is intended to illustrate the principle of the invention rather than a detailed constructional embodiment. 48, 41 are two parts corresponding to .theplunger ends II, l2 of Figure l. Intervening between these parts 45, 4l aretwo additional plunger parts 44, 45, a pair of compression springs 5l, 58a corresponding to the springs 4l, 4i of Figure 1, a locking device (not shown) corresponding'to the locking'device Ila of Figure i and two plunger cupsli, l2 interposed between ithe ends of the springs 54, 54a and the adjacent ends of the plunger parts 4I, 45.' All of the parts, referred `to 4I, 4I, 50, 5i, l2 are movable bodily or together along a tube Il corresponding to tube plungers being not only slidable along tube 5l but rotatable therein so as by rotation against the reaction from the rear of the parts 44, 41 to move towards or away from one another (according to the direction of rotation of the plunger part) the cups 5I, 52 and in consequence adjust the condition of compression and therefore the operative thrust-of the springs 50, lla.'

Such adjustment of the springs 50, 55d has the effect, as will be appreciated, of -stiifening or slackening the spring suspension of the road wheels. at will, for example by a manual control upon the dashboard of the vehicle operatively connected to the rotatable plunger parts 45, 49 for simultaneous partial rotation thereof in opposite directions (the cams 54, 55 being suitably arranged in oppositely acting'relationship for this purpose). or automatically whenever the vehicle turns a corner or otherwise moves from a rectilinear path. In the latter case, an interconnection would be provided as between the rotatable plunger parts 45,49 and a movable part of the steering gear ofthe vehicle, for example the track rod or the steering column, so that whenever the steering gear is operated to turn the vehicle one way or the other the springs 54. 54a are compressed to stillen the spring suspension of the lwheel axles. In the embodiment of the invention shown, the plunger-parts 48,- 49 each carry a toothed quadrant 48a meshing at the periphery with a long pinion 48h. 'Ihese pinions 481x are fast upon a rotatable shaft 48e carrying` a quadrant 45d. 'I'he quadrant 45d meshes at the periphery with a spirally toothed member 45e fast upon the track rod 48j of the steering gear The adjustment may be eifected either of the vehicle, the arrangement being such that as this rod is moved fro in the operation anspriofthe steering gear the spirally toothed member I Il, Il be articulated-to the upper radius link e effects a' partial rotation of the quadrant d and therefore of the shaft llc and the .pinions Nb thereon, with the result that the quadrants 48a are also given a partial rotation to rotate the plunger parts I8, 49. It is necessary to interpose the long pinions b as will be appreciated. in view of the fact that the plunger parts 4l, Il are movable as described above along the tube Il in the shifting movement of the load-taking intermediary of the device.

Referring to Figure 10, this `figure shows an arrangement in which the spring 2| of Figure 4 Y' is compressed or relaxed as required toy stillen or slacken the spring suspension of the wheel axle, eitherin place of the similar adjustment of the springs 50, Nia .in the arrangement as described above or in addition thereto. -Thus, there is interposed between the upper end of spring 29 and the lower or inner end of a rotatable sleeve Il in the upper part of sleeve 28 a cup l1 similar to the cups 5I, 52 of Figure- 9, this cup Il carrying a cani B8 co-operating with an opposed cam il on said inner end of sleeve I., which latter is rotatable-in the sleeve 2l, either by manual ad'- justment or automatically by. 'an interconnection with the steering gear as described above, to dispiace the .cup 5] upwardly or downwardly along the bore of sleeve 2l and thereby stiften or siacken, as the case maybe, the compression.

.in Figure 11, the stabilizing device of the invention according to this modied form thereof, comprises, as in the arrangement oi Figure 1, two plungers II, I2 slidable along a tube Ill and separated by a pair of compression springs 4l, Il and an intervening locking device IIa of the construction above described. Ihese springs Il, `Il are arranged to provide for the whole of the resilience in the mounting of. the road wheels of the vehicle, in contrast to the arrangement illustrated in Figure 1 wherein, as described, 'a part of the load of the vehicle is taken'by chassis springs 5 (see Figure 1). The axle load thrust is transmitted at each side of the vehicle to the plunger Il (or I2 as the case may be) through the intermediary of a system of links operatively connecting the axle of the vehicle wheel on the one hand with the chassis frame I of the vehicle and on the other with the said plunger I l (or I2). 'I'he system of links comprises two horizontal radius links 80, 6I pivoted at their inner ends to the chassis frame I and at theirouter ends to the upper and lower ends respectively of a bracket 62 carrying the wheel axle. Also pivoted to the chassis frame I is a bell crank lever, the lower arm i3 of which has a sliding pivotal connection at 64 with the lower radius link 6I. Thebell crank lever, which is pivoted at 65 to the chassisframe I, has its other arm 66 pivotally connected at 61 to the outer end of a horizontal push rod 68, the inner end of which is pivoted at 69 to the plunger I i, (or I2). If desired the bell crank lever t -ll instead of to the lower one.

According to the arrangement. illustrated in Figure i2, a part of the axle load is'taken, as above described, byffchassis springs as in the arrangement described with reference to Figure l. Thus, at each side of the vehicle there is a laterally extending leaf spring 10 suitably amxed to the chassis frame and pivotally connected 'at its outer extremity II to the upper end of a bracket l2 similar to the bracket l2 of Figure 11. To the lower end of this bracket 82 is pivotaily connected the outer end of a horizontal radius link ,II similar to the link 6I of the arrangement of Figure 11 and pivotally connected at its inner end I4 to a bracket 1i, in turn rigidly mounted upon the underside of the chassis frame I of the vehicle. As, relatively to said chassis frame, the vehicle wheel 3 rises and falls, the link 'I3 will correspondingly turn about the axis 'I4 of its pivotall connection to the bracket 1l. with consequent rise or fall of the plunger 'I in the tube 9 of the stabilizing device of the invention (which, as will be observed, is similar in this form of the invention to that in the form illustrated in Figure 1), the said plunger 'l being pivotally connected at the bottom to the link 13.

'I'he arrangement illustrated in Figure 13, is generally similar to thatillustrated in Figure 12, with the exception thatkthe chassis spring Il is locatedbelow the chassis frame l and the plunger 'I is pivotally connected to the lower ends of a pair of linksl'll, 11 which depend respectively i from the upper end of the axle bracket ll2 and a pivotal mounting 1I upon the chassis frame I..

there being a horizontal radius link 12 pivotally connected at the outer end to said upper end of the axle bracket 02 and at the inner end to said pivotal mounting 1I. With this arrangement, as in the arrangement described'with reference to Figure 12, as the vehicle wheel rises .4., and locking device Ila.

In the arrangements illustrated in Figures 11 and l2, thetube Il along which the parts II, I2, 4l, 4I and Ita are displaceable, is incorporated in the chassis frame as a cross member thereof.

This arrangement is advantageouson account l of the fact that during the locked condition of the clutch between the cppositely acting-thrust connections, the tube Il is in effect a, thrust reaction member of the clutch and therefore by incorporating it in the chassis frame the reaction forces sustained in it may be readily distributed. In the event of an oil medium being used inthe thrust connections, any leakage of oil there may be past the plungers -I5(Figure 3) may be arranged to be replaced from a spring-loaded con'- tainer or containers fitted with a non-return valve.

`Moreover, the oil column above the piston Il (Figure 3) may if desired communicate with a dashpot acting as a damper or additional damper or shock absorber in the thrust line. Y It may be remarked that an important advantage of the invention additional to that already remarked, of each of the compression springs Il, 4I ofthe two vwheels respectively at the two sides of the vehicle being at all times, irrespective of the relative vertical positions of the wheels. in optimum shock-absorbing condition,` is that the effect which is frequently experienced with spring axle suspensions of juddering" is largely if not entirely eliminated with consequent improvement in the riding of the vehicle.

It will be obvious to engineers in the art that the invention is susceptible to considerable variation as regards constructional details; for exampie, instead of employing the particular form of double-acting clutch hereinbeforedescribed with reference to Figures 6, 7 and 8 of the drawings. any other suitable form of clutch may be employed. Figure 14 illustrates for instance an ar.- rangement in which the active elements which become wedged between the reaction surfaces take the form of pawls 85. Figure 15 illustrates another arrangement in which the clutch comprises in effect a double-action ratchet consisting of two oppositely acting wedge-shaped clutch members 86, B1 co-operating with a pair of clutch rollers 88, 89 interposed between them and stationary wedging surfaces 90, 9i along which, in the direction of length thereof, the assemblage of clutch members and rollers is displaceable with the rise at one side and fail at the other of the two wheels on either side respectively of the vehicle..

What I claim and desire to secure by Letters Patent of the United States is:

1. In a vehicle having at least two wheels disposed at opposite sides respectivelyof the vehicle, the combination of a chassis frame, an axle means for one of the wheels, 'at one side of the vehicle, an axle means for the other wheel. at the other side thereof, and a load-taking intermediary in operative interposition between the chassis frame and the two axle means for the transference to the latter from the chassis frame of a part at least of the total vehicle weight to be borne by the axle means and also between the l path of shift when the opposed thrusts in the thrust connections are substantially balanced, the locking means being ineffective and operative to release the abutment for shifting movement to a new position in its path at which the thrusts from the connections are again balanced, when'' ever the thrust in one of the connections falls below normal and in consequence the opposed thrusts in the connections become unbalanced.

2. In a vehicle, the combination specified in claim 1, in a form wherein the thrust connections l comprise linear thrust intermediaries, portions of which travel along a non-rectilinear path in the shock absorbing movement of the connections and in their displacement with the shifting of the abutment, and the said intermediaries, at least as regards the said portions thereof which travel along a non-rectilinear path, consist rof a line of anti-friction rolling elements guided to move along the said path.

3. In a vehicle, the combination specified in claim l, in a form wherein the thrust connections comprise linear thrust intermediaries, portions of which travel along a non-rectilinear path in the shock absorbing movement of the connections and in ltheir displacement with the shifting of the abutment. and the said intermediaries. at

least as regards theV said portions thereof which;4

travel along a non-rectilinear path, consist of a linear body of iluid contained and guided in. an enclosing conduit.

4. In a vehicle, the combination specified in claim 1, in a form wherein the thrust connections comprise linearthrust intermediaries, of which a section is elastic and consists of a spring. and another section -is inelastic and includes a portion which travels along a non-rectilinear path in the shock absorbing movement of the intermediary and in the displacement thereof `with the shifting of the abutment. and consists of a line of anti-friction rolling elements guided to move along the said path.

5. In a vehicle, the' combination specified in- 6. In a vehicle having at least two wheels disposed at opposite sides respectively of the vehicle, the combination of a chassis frame, an axle means for one of the wheels, at one side of the vehicle, an axle means for the other wheel, at

the other side thereof, and a load-taking intermediaryin operative interposition between the` chassis frame and the two axle means for the transference to the latter from the chassis frame of a part at least of the total vehicle weight to be borne by the axle means and also between the two axle means themselves for the transmission of axle load thrust from the one axle means to the other whereby the opposedthrusts from the two axle means are caused mutually to balance one another, which load-taking intermediary comprises two resilient shock-absorbing thrust connections interposed in mutually opposed relationship to one another between the respective axle means and a shifting abutment common to both of the connections and incorporating a double-acting clutch means automatically operative to lock the abutment in any position in the path of shift thereof when the opposed thrusts in the thrust connections are substantially balanced, the clutch being ineffective and operative to release the abutment for shifting movement to a new position -in its path at which the thrusts from the connections are again balanced, whenever the thrust in one of the connections falls below normal and in consequence the 'opposed thrusts in the connections becomeunbalanced.

7. In a vehicle, the combination specified in claim 6, in a form wherein the clutch means comprises two members which are movable towards and away from one another along va stationary wedging surface between which and an opposed wedging surface on one of the said members isl interposed at least one jamming element which isarranged to be thrust into locking engagement with the two wedging surfaces by an abutment surface provided for this purpose upon the other of the said members, and spring means urging the clutch members in the direction away from one another, the arrangement being such that under the norm'al conditions of loading of the vehicle and with the opposed axle load thrusts on the two sides of the clutch balanced and each at least equal to the normal thrust to obtain in the connections, the clutch means is in locked condition, while upon .lessening ofthe thrust in one or other of the connections/to a magnitude below the normal, the spring means becomes operative to separate the clutch members and thereby to release the clutch means to permit it to shift with the abutment and the thrust connections to the new position at which the thrusts aretagain balanced.

8. In a vehicle. the combination specified in claim 8, in a form wherein the clutch means comprises two members which are movable towards and away from one anotherl along .a stationary wedging surface between which and an opposed wedging surface on one of the saidmembers is interposed at least one jamming element which is arranged to be thrust into locking engagement with the two wedging surfaces by an abutment surface provided for this purpose upon the other of the said members, and spring means urging the clutch members in the direction away from one another, the arrangement being 'such that under the normal conditions of loading of the vehicle and with the opposed axle load thrusts on the two sides of the clutch balanced and each atleast'equal to the normal thrust to obtain in the connections, the clutch is in locked condition, while upon lessening of the thrust in one or other of the connections to -a magnitude below the normal. the spring means becomes operative to separate the clutch members and -thereby to release the clutch means to permit it to shift with the abutment and the thrust connections to the new position at which the thrusts are again balanced.. and a second abutment surface being provided in the said other of the clutch Vmembers for effecting positive disengagement of the jamming element from the wedging surfaces consequent upon the vseparation of the clutch 9. In a vehicle, the combination specined in claim 6, in a form wherein the clutch means comprises two members which are movable towards and with the opposed axle Aload thrusts on theV two sides of the clutch balanced and each at least equal to the normal thrust to obtain in the connections, the clutch means is lin locked condi-` tion, while upon lessening of the thrust in one or other of the connections to a magnitude below the normal, the spring means becomes operative to separate the clutch members and thereby to.release the clutch means to permit it to shift with the abutment and the thrust connections to the new position at which the thrusts are again balanced. f

10. In a vehicle, the combination specified in claim 6, in a form wherein the clutch means comprises two members which are movable towards auaozi andaway from one vanother along a stationary wedging surface carried upon a member incorporated in the chassis frame, between which wedg ing surface and anopposed wedging surface on one of the said members is interposed at least one jamming element which is arranged to be thrust,

into locking engagement with the two wedging surfaces by anY abutment surface provided for this purpose upon the other of the said members. and spring means urging the clutch members in the direction away from one another, the arrangementbeing such that under the normal 'conditions of'loading of the vehicle and with the opposed axle load thrusts on the two sides of the 'y r -clutch balanced and each at least. equal to the normal thrust to obtain in the connections. the clutch-means isin locked condition, while upon lessening of the thrust in one or other of the connections to a magnitude below the normal. the spring means becomes operative to separate the clutch members and thereby to release the clutch means to permit it to' shift with the abutment and the thrust connections to the new position at which the thrusts are again balanced, and a second abutment surface being provided in the .said other of the-clutch members for effecting positive disengagement of the Jamming element from the wedgins surfaces consequent upon the separation of the clutch members. l1. In a vehicle having at least two independently suspended wheels disposed at opposite sides respectively of thevehicle, the combination of a chassis frame, an axle means for one of the wheels, at one side of the vehicle. an axle means for the other wheel, at the other side thereof, the two axle means being separate wheel axles movable relative to the chassis frame in substantially vertical directions as the wheel on one side of the vehicle rises o r falls relatively to the wheel on the other side thereof, and a load-taking intermediary in operative interposltion between the chassis frame andthe two ,wheel axles for the *transference to the latter from the chassis frame of a part at least of-the total vehicle weight to be borne by the wheel axles and also between the two wheel axles themselves for the transmission of axle load thrust'from the one wheel axle to the other whereby the opposed thrusts from the two wheel axlessare caused mutually to balance one another, whichk load-taking intermediary comprises two resilient shock-absorbing thrust connections interposed in mutually opposed relationship to one another between the respective wheel axles and a shifting abutment common to bothof the connections and incorporating automatic means for locking it in any position in its path of shift when the opposed thrusts in the thrust connections are substantially balanced. the locking means being ineffective and operative tonreiease the abutment for shifting movement to `a new position in its path at which the thrusts from the connections are again balanced, whenever the thrust in one of the connections falls below normal and in consequence the opposed thrusts in the connections becomevunbalanced,

A12. In a vehicle, the combination specified in' claim 11, in a form lwherein the wheel axles are carried by one of the relatively movable elements oi' a vertically disposed plunger and barrel form of mounting for the axle upon the chassis frame. which element constitutes also an abutment for the end of the thrust connection at the end l latter from the chassis frame of a part at least- -of the total vehicle weight to be borne by the disposed at opposite sides respectively oi' a vehicle, the combination of a chassis frame, an axle means for one of the wheels, at one side of the vehicle, an axle means for the other wheel. at the other side thereof, a load transmitting intermediary in operative interposition between the chassis .frame and the two axle means for the transference to the latter from the chassisl frame of a part of the total vehicle weight to be borne by the axle means and also between the two axles means themselves for the transmission of axle load thrust from the one axle means to the other whereby the opposed 'thrusts from the two axle means are caused mutually to -balance one another, which load-taking intermediary comprises two resilientshock-absorbing thrust connections interposed in mutually opposed relationship to one another between the respective axle means and a shifting abutment common to both of the connections and incorporating automatic means for locking it in any position in its path of shift' when the opposed thrusts in the thrust connections are substantially balanced, the locking ter the balance of the said vehicle weight.

14. In a vehicle having at least two wheels disposed at opposite sides respectively of the vehicle, the combination of a chassis frame, an axle means for one of the wheels, at one side of the vehicle, an axle means for the other wheel, at the other side thereof, and a load-taking intermediary in operative interposition between the chassis frame and the two axle means for the 'transference to the axle means and also between the two axle means themselves for the transmission of axle load thrust from the one axle means to the other whereby the opposed thrusts from the two axle means are caused mutually to balance one another, which load-taking intermediary comprises two resilient shock-absorbing thrust connections interposed in mutually opposed relationship to one another between the respective axle means and a shifting abutment common to both of the connections and incorporating automatic means for locking it in any position in its path of shift when the opposed thrusts in the thrust connections are substantially balanced, the locking means being ineffective and operative to release the abutment for shifting movement to a new position in its pathat which the thrusts from the connections are again balanced, whenever' the thrust in one of the connections falls below normal and in consequence the opposed thrusts in the connections become unbalanced, and means for varying the effective resilience of the thrust connections.

15. In a vehicle having at least two wheels disposed at opposite sides respectively of a vehicle, the combination of a chassis frame, an axle means for one of the wheels, at one side of the Vehicle, an axle means for the other wheel, at the other side thereof, a load-taking intermediary in operative interposition between the transference to the latter from the chassis frame of a part of the total vehicle weight tobe borne by the axle means and also between the two axle means themselves for the transmission of axle load thrust from the one axle means to the other whereby the opposed thrusts from the two axle Ameans are caused mutually to balance one an- Yfrom the connections are again balanced, whenever the thrust in one of the connections falls below normal and in consequence the opposed thrusts in the .connections become unbalanced, chassis springs intervening directly between the chassis frame and the axle means to .transfer to the latter the balance oi' thesaid vehicle weight, and means for varying the effective strength of the chassissprings.`

16. In a vehicle having at least four wheels, two

v of which are disposed-at the front of the vehicle on opposite sides thereof and two at the rear of the vehicle on opposite sides thereof, the combination of a .chassis frame, an axle means for each of the front wheels of the vehicle, an axle A.

means for each of therear wheels thereof, a loadtaking intermediary allocated to the front wheels and in operative interposition between the chassis frame and the two 'axle means of these wheels for the transference to the said axle means from the chassis frame of a part at least of the total vehicle weight to be borne by these axle means and also between the two axle means themselves for the transmission of axle load' thrust from the one axle means to the other whereby the opposed thrusts from the two axle means are caused mutually to balance one another, which loadtaking intermediary comprises two resilient shock-absorbing thrust connections interposed in mutually opposed relationship to one another between the respective axle means and a shifting abutment common to both ofthe connections and incorporating automatic means for locking itv in any position in vitspath of shift when the opposed thrusts in the thrust connections are-sub# stantially balanced, the locking means being neffective and operative to release the abutment for shifting movement to a new position in yits path at which the thrusts from the. connections are again balanced, whenever the thrust in one of the connections falls below normal and in consequence the opposed thrusts in the connections become unbalanced, and a similar load-,taking intermediary allocated to the rear wheels of the vehicle and operative in the same manner as the first-mentioned intermediary, the. chassis frame constituting, in mutual relationship to the two intermediaries, a medium of transference from the one end of the vehicle to the other of the re-4 action from the locked intermediary as the two intermediaries operate in succession, whereby the -of one intermediary and then of `the other.

17. In a vehicle, the combination specified in ,claim 16, in a form wherein the thrust connections comprise linear thrust intermediaries, of

whicha section is elastic and consists of a spring, and another section is inelastic and includes a portion which travels along a non-rectilinear path in the shock absorbing movement of the intermediary and in the displacement thereof with the shifting of the abutment, and consists of a y line of anti-friction rolling elements guided to move along the said path.

18. In a vehicle, the combination specified in claim 16, in a form wherein the thrust connections comprise linear thrust intermediaries, of which a section is elastic and consists of a spring, and another section is inelastic and includes a portion which travels along a non-rectilinear path in the shock absorbing movement of the intermediary and in the displacement thereof with the shifting of the abutment, and consists of a linear body of fluid contained and guided in an enclosing conduit.-

19. In a vehicle having at least four wheels, two of which are disposed at the front of the vehicle on opposite sides thereof and two at the rear of the vehicle on opposite sides thereof, the combination of a chassis frame, an axle means for each of the front wheels of the vehicle, an axle means for each of the rear wheels thereof, a loadtaking intermediary allocated to the front wheels and in operative interpositiony between the chassis frame and the two axle means of these wheels for the transference to the said axle means from `the chassis frame of a part at least of the total vehicle weight to be borne by these axle means and also between the two axle means themselves for the transmission of axle load thrust from the one axle means to the other whereby the opposed thrusts from the two axle means are caused mutually to balance one another, which load-taking intermediary comprises two resilient shockabsorbing thrust connections interposed in mutually opposed relationshipto one another between the respective axle means and a shifting abutment common to both of the connections and incorporating a double-acting clutch means automatically operative to lock the abutment in any position in the path of shift thereof when the opposed thrusts in the thrust connections are substantially balanced, -the clutch being ineffective and operative to release the abutment for shifting movement to a new position in its path at which the thrusts from the connections are again balanced, whenever the thrust in one of the connections falls below normal and in .consequence the opposed thrusts in the connections become unbalanced, and a similar load-taking intermediary allocated to the rear wheels of the vehicle and operative in the same manner as the firstmentioned intermediary, the chassis frame constituting, in mutual relationship to the two intermediaries, a medium of transference from the one end of the vehicle to the other of the reaction from the locked intermediary as the two intermediaries operate in succession, whereby the vehicle is assisted in the maintenance of its lateral level during the shift of the abutment first of one intermediary and then of the other.

20. In a. vehicle, the combination specified in -claim 19, in a form wherein the clutch means bers is interposed at least one jamming element which is arranged to be thrust into locking engagement with the two wedging surfaces by an abutment surface provided for this purpose upon the other of the said members, and spring means urging the clutch members in the direction away from one another, the arrangement being such that under the normal conditions of loading of the vehicle and with the opposed axle load thrusts on the two sides of the clutch balanced and each at least equal to the normal thrust to obtain in the connections, the clutch means is in locked condition, while upon lessening of the thrust in one or other of the connections to a magnitude below the normal, the spring means becomes operative to separate the clutch-members and thereby to release the clutch means to permit it to shift with the abutment and the thrust connections to the new position at which the thrusts are again balanced.

21.` 1n a vehicle, the combination specified in claim 19, in a form wherein the clutch means comprises two members which are movable towards and away from one another along a stationary wedging surface between which and an opposed wedging surface on one of the said members is interposed at least one jamming element which is arranged to be thrust into locking engagement with the two wedging surfaces by an abutment surface provided for this purpose upon the other of the said members, and spring means urging the clutch members in the direction away from one another, the arrangement being such that under the normal conditions of loading of the vehicle and with the opposed axle load thrusts on the two sides of the clutch balanced and each at least equal to the normal thrust to obtain in the connections, the clutch means is in locked condition, while upon lessening of the thrust in one or other of the connections to a magnitude below the normal, the spring means becomes operative toA separate the clutch members and thereby to release the clutch means to permit it to shift with the abutment and the thrust connections to the new position at which the thrusts ,are again balanced, and a second abutment sur- `face being provided in the said other of the clutch members for effecting positive disengagement of the jamming element from the wedging surfaces consequent upon the separation of the clutch members.

22. In a steerable vehicle having at least two wheels disposed at opposite sides of the vehicle, the combination of a chassis frame, an axle means for one of the wheels, at one side of the vehicle, an axle means for the other wheel, at the other side thereof, a steering gear, a load-taking intermediary in operative interposition `between the chassis frame and the two axle means'and also between the two axle means themselves for the transmission of axle load thrust from the one axle means to the other whereby the opposed thrusts from thetwo axle means are caused mutually to balance one another, which load-taking intermediary comprises two resilient shock-absorbing thrust connections interposed in mutually opposed relationship to one another between ment common to both of the connections and incorporating automatic means for locking it in any positionin its path of shift when the opposed thrusts in the thrust connections are substantially balanced, the locking means being ineffective and operative to release the abutment for shifting movement to a new position in its path at which the thrusts from the connections are again balanced, whenever the thrust in one of the connections falls below normal and in consequence the opposed thrusts in the connections become unbalanced, and means automatically actuated from the steering gear for varying the effective resilience of the thrust connections so as to stillen the same when the vehicle is turning a corner.

23. In a steerable vehicle having at least two wheels disposed at opposite sides of the vehicle. the combination of a chassis frame, an axle means for one of the wheels, at one side of the Vehicle. an 'axle means for the other wheel, at the other side thereof, a steering gear, a loadtaking intermediary in operative interposltion between the chassis trame and the two axle means and also between the two axle means themselves for the transmission of axle load thrust.

t 1 1 between the respective axle means and a shifting abutment common to both of the connections and incorporating automatic means for locking it in any position in its path oi shift when the opposed thrusts inthe thrust connections are substantially balanced, the locking means being ineffective and operative to release the-abutment for shifting movement to a new position in its path at which the thrusts -from the connections are again balanced, whenever the thrust in one of the connections falls below normal and in consequence the opposed thrusts in the connections become unbalanced, chassis springs intervening directly between the chassis frame and the axle means andmeans automatically actuated from the steering gear for varying the effective strength of the chassis springs so as to stiften the same when the vehicle is turning a corner.

BERNARD JAMES Alm, 

